Unitization

As outlined in the specifications section of the KnowledgeBase,
all package designs should include specifications for secondary packages
and unit loads. Please see the table below marked "Maximum Unitload
Size by Shipping Mode" for some guidance on likely maximum sizes
that should be considered.

Throughout the supply chain there are many opportunities
to double stack unitloads. One must assume that they will be double stacked
along a route that often takes materials through a series of transportation
steps:

Transport Step

Likely Special Hazards

Manufacturing

Handling, dropping

Distribution

Stacking

Truck

Vibration, marshalling, stacking

Freight Forwarder Warehouse

Stacking, break-down

Airline Pallet

Stacking

Trolley

Exposure

Aircraft

Barometric pressure, ESD, Vibration

Trolley

Exposure

Forwarder Warehouse

Stacking, break-down

Truck

Vibration, marshalling, stacking

Distribution Warehouse

Stacking, handling

Carrier to End User.

Dropping, piercing, shock, vibration

Obviously, any unit load that can ship through the distribution
chain without being broken-down should survive in the best condition.

Unitload Size by Shipping Mode

While there can be a vast difference in preferred unit
load sizes, below are some tables that will give the user an insight into
the likely maximum sizes that will be encountered.

Truck transport Considerations
– The typical trailer for cross country hauls in the U.S. has a 110"
(2794mm) vertical clearance. A maximum unitload height of 54" (1372mm)
will allow double stacking of loads. Materials that travel by truck and
air should be optimized for the most costly leg of the transportation
routing – Air Cargo. Trailers in Europe may have lower vertical clearance,
and the maximum height should therefore be limited to 48" (1219mm)
if double stacking is to be permitted.